9. Transport

The Transport sector covers all transport modes in Scotland,
including public transport, freight, aviation, shipping, private
motoring, active travel and the regulations, policies and
infrastructure designed to support all of these.

9.1 Where we are now

Figure 8: Transport historical emissions

Figure 9: Scottish transport emissions by mode, 1990 -
2014

9.1.1 In 2014, transport emissions (including those from
international aviation and shipping) amounted to 12.9
MtCO
2e, marginally below the 1990 baseline figure
of 13.3
MtCO
2e. Currently, transport accounts for 28% of
total Scottish emissions
[48]. Within that long-term profile, we have seen significant
reductions more recently: since transport emissions peaked at 14.9
MtCO
2e in 2007, they have fallen year on year by a
total of 2.0
MtCO
2e. This is a 13% reduction in seven
years.

9.1.2 The composition of the numbers has changed significantly.
For example, in 2014 demand for all road transport stood at 44.8
billion kilometres, as compared to 36.5 billion kilometres in 1995.
This 22% increase in demand has been offset by significant
improvements in vehicle efficiencies, combining to produce the
broadly static but now reducing emissions figures.

Road transport emissions

9.1.3 The largest contributor to transport emissions is the road
sector. In combination, cars, lorries, vans, buses and motor cycles
accounted for 9.4
MtCO
2e in 2014 (73% of total transport emissions).
This compares with 9.2
MtCO
2e in 1990.

Figure 10: Road transport emissions, 1990 -
2014

Maritime emissions

9.1.4 Emissions from maritime transport
[49] in 2014 are estimated to be 1.4
MtCO
2e, or 11% of total transport emissions. This
compares to 2.6
MtCO
2e in 1990. Within that profile, emissions
from international shipping have been volatile, while emissions
from domestic shipping have decreased steadily since 1990.

Figure 11: Shipping emissions, 1990 - 2014

Aviation emissions

9.1.5 In 2014, aviation emissions stood at 1.9
MtCO
2e, or 15% of total transport emissions. This
compares with 1.4
MtCO
2e in 1990. Passenger numbers in that period
increased from just over 10 million to 24 million. The growth in
demand of 134% was thus associated with a significantly lower
growth in emissions of 38%, reflecting effective efficiency
improvements, including increased load factors.

9.1.6 In 2014, international aviation emissions account for 63%
of total Scottish aviation emissions, almost the reverse of the
proportion in 1990, when it was domestic aviation that accounted
for 61% of aviation's emissions total.

Figure 12: Aviation emissions, 1990 - 2014

Rail emissions

9.1.7 At 0.2
MtCO
2e in 2014, rail accounts for only 1.3% of
transport emissions. The 2014 figure is 44% above the equivalent
1990 figure of 0.1
MtCO
2e. and rail emissions have followed a
generally rising trend over the period 1990 to 2014.

Figure 13: Rail emissions, 1990 - 2014

Active travel

9.1.8 In 2015, 1% of journeys had cycling as the main mode of
transport and the average (mean) journey length was 4.7 km. For
walking, the equivalent proportion cited in the Scottish Household
Survey travel diary was 22%, with 14% of adults usually walking to
work and 49% of children usually walking to school as their main
mode of transport
[50].

9.2 Our ambition

9.2.1 Our aim is to reduce emissions from transport in ways that
promote sustainable environmental and socio-economic wellbeing. As
historically, so in future we expect economic and population growth
to increase the demand for the movement of goods, services and
people. However, we also expect the pace of technological change to
accelerate. Together with behaviour changes, that will allow for
economic growth, while also reducing emissions significantly.

9.2.2 Future abatement will vary significantly across the
individual transport modes. The availability of new technology; the
cost of implementing technological, logistical and behaviour
change; and the return on such investment will all have a bearing
on which particular interventions we prioritise.

Figure 14: Transport carbon envelopes

The role of technology

9.2.3 We have commissioned and will be publishing research from
Element Energy: Greenhouse Gas Emissions Reduction Potential in the
Scottish Transport Sector from Recent Advances in Transport Fuels
and Fuel Technologies.

9.2.4 On the basis of this and other work, we have identified
key technological, economic and commercial trends which will form
the baseline against which to measure future policy interventions,
whether in relation to technology or behaviour change. We will
continue to collect and interpret such baseline data. For example,
air passenger numbers will be one data source that will allow us to
evaluate the impact of changes to Air Passenger Duty (currently
thought to be marginal in emissions terms and easily offset by
other policy interventions).

9.2.5 A key observation is that, based on market-led
technological change alone, we estimate an annual abatement of
around 2.5
MtCO
2e by 2035, even allowing for the effects of
population and associated economic growth.

Cars

9.2.6 With the conventional car, we expect fuel efficiency
improvements of 30% - 40% by 2035; and with hybrids and electric
vehicles we expect battery costs to halve and their performance to
double incrementally over the period to 2035, with a step-change in
market penetration from 2020 onwards.

Road freight

9.2.7 With conventional
HGVs, we expect fuel
efficiencies around 25% by 2035, based on improved aerodynamics,
transmissions and operations. Low carbon
HGVs (such as diesel
electric and gas powered
LNG) will become more
common from the mid-2020s.

Shipping

9.2.8 We might expect a 35% improvement in the efficiency of
new, larger shipping by 2035, based on hybrid and gas-powered
engines, battery-electric engines, and the potential use of
assistive technology, such as sails, kite, rotors and aerofoil
hulls. Gradual uptake and stock differences mean that this may
equate to 10% at the fleet level.

Aviation

9.2.9 We might expect to see a 15% improvement in the efficiency
of new aircraft by 2035, based on fleet modernisation, operational
improvements, and improved aerodynamics and fabrication techniques
(such as the use of composites). Step changes may occur in the
2030s and beyond, based on new engine technology (such as open
rotors) and new aircraft designs (such as blended wing
technology).

Policy implications

9.2.10 The detailed analysis underpinning these brief summaries
suggests that technological change will be transformational,
significantly reducing emissions, despite economic and population
growth. Supporting such change remains a key priority.

9.2.11 Our research indicates that road transport can contribute
most additional abatement, essentially because its high share of
emissions is matched by the relative availability of technological
and behaviour change interventions.

A future scenario

9.2.12 By 2032 transport emissions should have reduced by 4.2
MtCO
2e or more compared to today.

9.2.13 Low emission cars and vans will be widespread and
becoming the norm; low emission
HGVs will be more
common; a third of the ferries owned by the Scottish Government
will be low carbon; aircraft fleets will be on the cusp of radical
new designs; and ground operations at airports and ports will
already involve low carbon solutions.

9.2.14 As one of several key results, air quality will have
noticeably improved; and we will be enjoying the social, health and
economic benefits from these improved transport systems.

9.2.16 Journeys made on our road network will also be more
efficient due to the deployment of Intelligent Transport Systems
(designed to ease the flow of traffic) and widespread uptake of
fuel efficient driver training.

9.2.17 Low Emission Zones will limit the access of vehicles that
exceed emissions benchmarks, while permitting unrestricted access
for clean buses, vans and cars, as well as smaller goods vehicles
relaying goods from consolidation centres.

9.2.18 Other measures, such as parking policies, will also
incentivise public transport and active travel, as well as reducing
congestion and contributing to improved air quality.

Wider synergies

9.2.19 Low emission vehicles will also play a role in the wider
energy system. Electric and hydrogen vehicles will have a role in
energy storage. The adoption of smart technologies could allow
battery electric vehicles to play a wider role in balancing the
grid.

The ultimate goal

9.2.20 By 2050, Scotland will be free from harmful tailpipe
emissions from land transport, with other transport modes
decarbonising at a slower pace, resulting in a healthier, more
active population.

9.3 Policy outcomes, policies, development milestones and
proposals

Policy outcome 1: Average emissions per kilometre
of new cars and vans registered in Scotland to reduce in line with
current and future
EU/
UK vehicle emission
standards.

There are four policies, two policy development milestones and
one proposal that will contribute to the delivery of policy outcome
1.

2) With the
UK, negotiate vehicle
excise duty differentials between ultra-low emission vehicles (
ULEVs) and
diesel/petrol vehicles to support and encourage the uptake of
ULEVs.

3) With the
UK, negotiate biofuels
policies that will enable them to be used sustainably in the
decarbonisation of the whole transport sector.

4) Support fuel-efficient driver training.

Policy development milestones which contribute to the
delivery of policy outcome 1

1) With local authorities and others, evaluate the scope for
incentivising more rapid uptake of electric and ultra-low emission
cars and vans, as through public procurement policies and
preferential local incentives (such as access management and
parking policies).

2) With local authorities and others, evaluate the scope for
urban-wide low emission zones with a specific focus on
CO
2 emissions, as well as air pollution more
generally.

Proposals which contribute to the delivery of policy
outcome 1

1) Collaborate with a local authority to model reductions in
congestion and improvements in use of public transport, in possible
association with a low emission zone.

Relative significance of policies, policy development
milestones and proposals to the delivery of policy outcome
1

9.3.1 Outcome 1 will account for a significant proportion of
overall emissions reduction, as cars currently emit 44% of all
transport emissions.

Policy outcome 2: Proportion of ultra-low emission
new cars and vans registered in Scotland annually to reach or
exceed 40% by 2032.

There are six policies, one policy development milestone, and
four proposals that will contribute to the delivery of policy
outcome 2.

provide funding until at least August 2019 in order to
support the on-going expansion of the publicly available network
of
EV charge
points;

provide funding to support the safe and convenient
installation of domestic and workplace charge points.

4) Provide interest-free loans through the Energy Saving Trust
to enable the purchase of
EVs by both consumers
and businesses until at least March 2020.

5) With local authorities, review licensing regulations and
consider introducing incentives to promote the uptake of
ULEVs in the
taxi and private hire sector, with loan funding for vehicle
purchase until at least March 2020.

6) Promote the benefits of
EVs to individuals and
fleet operators and increase awareness and confidence in the
viability of
EVs as an alternative
to fossil-fuelled vehicles.

Policy development milestone which contributes to policy
outcome 2

1) Work with the
UK Government, local
authorities and other public and third sector partners to identify
annually a package of financial and convenience
ULEV
incentives, such as free parking, access to
LEZs and interaction
with proposed workplace parking levies.

Proposals which contribute to the delivery of policy
outcome 2

1) Building Standards:

consider draft proposals in the Energy Performance of
Buildings Directive, relating to the provision of
EV charge
points/wiring in new residential and commercial developments

investigate how such measures could potentially be trialled
in Scotland and consider developing guidance on charge point
provision to support planning authorities

2) Continue to investigate the role that other alternative
fuels, such as hydrogen, gas and biofuel, can play in the
transition to a decarbonised road transport sector. Consider the
scope for market testing approaches to alternative fuels
infrastructure and supply.

3) Work with Scottish Enterprise, the
UK government and other
bodies to investigate the potential to undertake trials of
connected and autonomous vehicles in Scotland.

4) Work with Scotland Excel,
COSLA
and other partners to determine whether a new procurement policy
could be introduced in Scotland, which introduces a presumption
that all new vehicles purchased by public sector organisations in
Scotland are
ULEVs.

Relative significance of policies, policy development
milestones and proposals to the delivery of policy outcome
2

9.3.2 Policy outcome 2 will account for a significant proportion
of overall emissions reduction, as cars currently emit 44% of all
transport emissions.

9.3.3 The policies and proposals under policy outcome 2 are
focused on removing some of the key domestic barriers identified to
a more rapid take-up of in particular battery electric vehicles.
There is a strong read across to the measures in policy outcome
1.

Policy outcome 3: Average emissions per tonne
kilometre of road freight to fall by 28% by 2032.

There are four policies, two policy development milestones, and
two proposals which will contribute to the delivery of policy
outcome 3.

Policies which contribute to the delivery of policy outcome
3

1) With the
EU and
UK, negotiate an emission
standard for Heavy Goods Vehicles from 2025.

2) With the
UK, negotiate biofuels
policies that will enable them to be used sustainably in the
decarbonisation of the whole transport sector.

3) Deliver our Rail Freight Strategy.

4) Continue to support local authorities in delivering the
ECO-Stars
programme, reducing fuel consumption for
HGVs, buses, coaches
and vans.

Policy development milestones which contribute to the
delivery of policy outcome 3

1) Consult on Intelligent transport Systems (
ITS)
Strategy by the end of March 2017.

2) With local authorities and others, evaluate the scope for
urban-wide low emission zones with a specific focus on
CO
2 emissions, as well as air pollution more
generally.

Proposals which contribute to the delivery of policy
outcome 3

1) Collaborate with a local authority to put in place a pilot
low emission zone by 2018, examining the feasibility of low
emission zones (
LEZs) mitigating
CO
2 emissions via the National Low Emission
Framework.

2) Work with the freight sector to examine the scope for new
freight logistics and infrastructure (potentially including freight
consolidation centres on the outskirts of cities and urban areas
following the introduction of
LEZs); and to support
market testing of local initiatives.

Relative significance of policies, policy development
milestones and proposals to the delivery of policy outcome
3

9.3.4 Policy outcome 3 will account for a moderate proportion of
total emissions reduction. Road freight carried on
HGVs accounts for
1.7
MtCO
2e, and implementation of all the policies and
proposals could reduce emissions from
HGVs by 28% by
2032.

Policy outcome 4: Proportion of the Scottish bus
fleet which are low emission vehicles has increased to 50% by
2032.

There is one policy, one policy development milestone and two
proposals which contribute to the delivery of policy outcome
4.

Policy which contributes to the delivery of policy outcome
4

1) Provide financial support for the purchase and operation of
low carbon buses.

Policy development milestones which contribute to the
delivery of policy outcome 4

1) In the context of the current review of the National
Transport Strategy and Transport Bill, we will examine the scope
for climate change policies, as in relation to bus, across the
public sector in high-level transport legislation, strategies and
policies.

Proposals which contribute to the delivery of policy
outcome 4

1) With local authorities and others, evaluate the scope for
urban-wide low emission zones with a specific focus on
CO
2 emissions, as well as air pollution more
generally.

2) With local authorities and others, model and pilot reductions
in congestion and improvements in use of public transport, in
possible association with a low emission zone.

Relative significance of policies, policy development
milestones and proposals to the delivery of policy outcome
4

9.3.5 Policy outcome 4 will account for a small proportion of
overall emissions reduction, as bus and coach emissions account for
under 4% of total transport emissions.

9.3.6 Any behavioural switch from private to public transport is
likely to be limited by capacity of the sector to absorb
significant new traffic.

There is one policy that will contribute to the delivery of
policy outcome 5.

Policy which contributes to the delivery of policy outcome
5

1) Encourage and support Scottish port authorities and airports
to adopt low emissions solutions. These could include: cold ironing
(the use of shore power by ships whilst in harbour); and measures
to reduce emissions associated with airport ground operations and
while planes are on the ground (for example single engine taxiing,
the use of ground power for planes at stand, and low emission
ground vehicles).

Relative significance of policies, policy development
milestones and proposals to the delivery of policy outcome
5

Policy outcome 5 will account for a small proportion of overall
emissions reduction. The key drivers in emission reduction from
aviation and shipping will come from international organisation
agreements and from ongoing improvements in design and
materials.

Policy outcome 6: Proportion of ferries in
Scottish Government ownership which are low emission has increased
to 30% by 2032.

There is one policy development milestone that will contribute
to the delivery of outcome 6.

Policy development milestone which contributes to the
delivery of policy outcome 6

1) Examine the scope for procuring hybrid and low carbon
powertrains in the public sector marine fleet as part of our vessel
replacement programme.

Relative significance of policies, policy development
milestones and proposals to the delivery of policy outcome
6

9.3.7 Policy outcome 6 will account for a small proportion of
overall emissions reduction, as domestic maritime activity only
accounts for 0.3
MtCO
2e or 2.5% of transports total emissions.

Policy outcome 7: We will have electrified 35% of
the Scottish rail network by 2032.

There is one policy development milestone that will contribute
to the delivery of outcome 7.

Policy development milestones which contribute to the
delivery of policy outcome 7

1) Electrification of the rail network in the High Level Output
Statement for Control Period 6 (2019-2024).

Relative significance of policies, policy development
milestones and proposals to the delivery of outcome 7

Policy outcome 7 will account for a small proportion of overall
emissions reduction, as rail makes up less than 1.5% of total
transport emissions.

Policy outcome 8: Proportion of total domestic
passenger journeys travelled by active travel modes has increased
by 2032, in line with our Active Travel Vision, including the
Cycling Action Plan for Scotland Vision that 10% of everyday
journeys will be by bike by 2020.

There are two policies which will contribute to the delivery of
outcome 8.

Relative significance of policies, policy development
milestones and proposals to the delivery of policy outcome
8

9.3.8 Policy outcome 8 will account for a small proportion of
overall emissions reduction, as most journeys under a mile are
already undertaken by walking.

9.4 Wider impacts

9.4.1 The following co-benefits and adverse side effects have
been identified for policies in the transport sector:

Co-benefits to be realised

9.4.2 Many of the policies and proposals will bring additional
co-benefits to communities, businesses and the third sector.

9.4.3 Individuals and businesses will benefit from increased
electric vehicle uptake through improved air quality. Low emission
zones, consolidation centres on the periphery of urban areas and
support for the purchase of low emission buses will ensure the most
polluting vehicles do not enter our towns and cities. Adverse
health effects from exposure to pollutants are estimated to cause
up to 50,000 deaths per year in the U.K. and reduce the average
life expectancy by 7-8 months. Significantly reducing vehicle
emissions in our towns and cities will improve health, reduce
pollution related illnesses and consequently bring savings to
healthcare.

9.4.4 Businesses and individuals will benefit from more
reliable, faster deliveries in areas covered by consolidation
centres. This is because the smaller vans travelling out of
consolidation centres can travel directly to their locations, where
as an
HGV would travel
round its delivery stops sequentially. A fleet of electric light
goods vehicles will allow freight to be transported to its
destination. Freight operators will be able to make more efficient
use of their vehicles as they will not be delayed in congestion
when delivering to inner city areas.

9.4.5 Further benefits will result from reduced noise pollution,
which has a negative impact on health and wellbeing. The combined
value of air quality improvements as a result of reduced emissions
may be in excess of £500 million per year.

9.4.6 Taking cost projections for petrol and diesel cars into
account, and the expected impact of future technological change,
electric vehicles should become significantly cheaper to purchase
and operate. This offers individuals and businesses the opportunity
to make savings through reduced fuel and vehicle operating costs.
Fuel efficient driving and travel planning offer further cost
savings, as well as potentially reducing the risk of traffic
accidents.

9.4.7 In the future, electric vehicles may be able to provide
services to the power grid, smoothing out demand by drawing and
returning power as needed by acting as a means of energy
storage.

9.4.8 An increased number of journeys made by active travel will
further reduce congestion and pollution, in addition to the
associated benefits that come through living an active lifestyle.
Active travel and lift sharing offer a potential route to combat
transport poverty by increasing the availability of low-cost, low
carbon transport options and reducing the need to own a car. Car
clubs will allow households to access efficient vehicles without
the costs associated with car ownership.

Adverse side effects to be managed

9.4.9 A significant proportion of the up-front funding required
to implement many of these policies is likely to fall on the public
sector. With electric vehicles, the Scottish Government has funded
the roll out of the ChargePlace Scotland network of charge points
and funds their operation. It is expected that there will be a need
for the public sector to continue to incentivise electric vehicle
uptake until they are competitive with conventional vehicles. As
the price of electric vehicles fall, individuals and businesses
will be encouraged to invest in low carbon alternatives.

9.4.10 The introduction of freight consolidation centres may
present some disruption for logistics organisations, resulting from
the need to relocate premises. Low emission zones may also present
challenges to fleet operators as it will impact on fleet renewal
decisions.

9.4.11 Other measures, such as the implementation of low
emission solutions at ports and airports and the roll out of low
emission solutions in the bus and maritime sectors will likely
require initial public sector support.

9.4.12 These additional public sector costs should be balanced
against the potential health, social and economic benefits
arising.

9.4.13 The Scottish Government will ensure that potential
adverse impacts are appropriately managed.

9.5 Summary of policies, development milestones and
proposals

Policy outcome 1:Average emissions per kilometre of new cars and vans
registered in Scotland to reduce in line with current and future
EU/
UK vehicle emission
standards

Table 9-1: Policies that contribute to the delivery of
policy outcome 1

Vehicle emission standards are currently set at a
European level. Vehicle efficiencies have improved
considerably over recent years, driven in large part by the
existing
EU vehicle
emission standards. The current standards specify that
average emission of new cars in 2021 must be 95
gCO
2/km and for new vans, 147 g
CO
2/km by 2020. We will work with the
EU and the
UK Government to
press for strong future emissions standards beyond those
currently in place.

With the
UK, negotiate
vehicle excise duty differentials between ultra-low
emission vehicles (
ULEVs) and
diesel/petrol vehicles to support and encourage the uptake
of
ULEVs

UK

N/A

VED
differentials are in place for lower emission vehicles
compared to higher emitting petrol and diesel vehicles.
Zero emission vehicles are exempt, with a graded scale of
differential for vehicles up to 100 g
CO
2/km. Changes coming into force on 1
April 2017 may impact on adoption of low carbon vehicles as
only zero emission vehicles will have reduced
VED after
year one on a vehicles life. It will be important to
maintain this
VED
differential into the 2020s, as although the total cost of
ownership premium between an
ULEV
and a petrol or diesel vehicle is likely to decrease in
this period, some level of premium will still remain.

VED is set
by the
UK Government,
and we will continue to work with them and press the need
for a
VED
differential for
ULEVs through
the 2020s.

With the
UK, negotiate to
introduce biofuels policies that will enable them to be
used sustainably in the decarbonisation of the whole
transport sector.

UK

N/A

The
EU biofuels
target is currently implemented in the
UK through the
Renewable Transport Fuel Obligation (
RTFO)
but is currently scheduled to end in 2020. We will press
the
UK Government to
extend the
RTFO
(or equivalent) to ensure that biofuels (primarily as
drop-in fuels) will make up a growing proportion of
transport fuel and enable them to be used most effectively
as a finite resource in the decarbonisation of
transport.

Table 9-2: Policy development milestones that contribute to
the delivery of polcy outcome 1

Policy development milestone

Delivery route

With local authorities and others, evaluate the scope
for incentivising more rapid uptake of electric and
ultra-low emission cars and vans as through public
procurement policies and preferential local incentives
(such as access management and parking policies)

Procurement policies can be used to increase penetration
of
ULEVs through
direct procurement by the public sector or by setting
contract conditions for companies operating services for
local authorities.

Since 2014, Transport Scotland's Switched On Fleets
initiative has provided £3.5 million to enable
Scottish local authorities and their community planning
partners to introduce an estimated 350 new electric cars
and vans in the Scottish public sector fleet.

There is potential to build on this strong foundation by
strengthening public procurement policies in Scotland to
positively favour
ULEVs.

We will therefore work with Scotland Excel,
COSLA
and others to determine whether a new procurement policy
could be introduced in Scotland which introduces a
presumption that all new vehicles purchased by public
sector organisations in Scotland are
ULEVs, unless
there are very clear operational or technical reasons for
not doing so. We will also encourage the public sector in
advance of this work to set contract conditions for their
suppliers, specifying the requirement for
ULEV
use. We will publish our findings by the end of 2017.

With local authorities and others, evaluate the scope
for urban-wide low emission zones with a specific focus on
CO
2 emissions, as well as air pollution
more generally

We will build on the work being undertaken for the
National Low Emission Framework (
NLEF) to
establish read across to low emission zones focusing on
CO
2 emissions.

Table 9-3: proposals which contribute to the delivery of
policy outcome 1

Proposal

Delivery route

Collaborate with a local authority to model reductions
in congestion and improvements in use of public transport
in possible association with a low emission zone

Vehicle emission standards are currently set at a
European level. Vehicle efficiencies have improved
considerably over recent years, driven in large part by the
existing
EU vehicle
emission standards.

The current standards specify that average emission of
new cars in 2021 must be 95
gCO
2/km and 147
gCO
2/km by 2020 for new vans. We will
work with the
EU and the
UK Government to
press for strong future emissions standards beyond those
currently in place.

With the
UK, negotiate
vehicle excise duty differentials between ultra-low
emission vehicles (
ULEVs) and
diesel/petrol vehicles to support and encourage the uptake
of
ULEVs

UK

N/A

VED
differentials are in place for lower emission vehicles
compared to higher emitting petrol and diesel vehicles.
Zero emission vehicles are exempt, with a graded scale of
differential for vehicles up to 100
gCO
2/km.

It will be important to maintain this
VED
differential into the 2020s, as although the total cost of
ownership premium between an
ULEV
and a petrol or diesel vehicle is likely to decrease in
this period, some level of premium will still remain.

VED is set
by the
UK Government,
and we will continue to work with them and press the need
for a
VED
differential for
ULEVs through
the 2020s.

provide funding until at least August 2019 in order
to support the on-going expansion of the publicly
available network of
EV charge
points

provide funding to support the safe and convenient
installation of domestic and workplace charge points

Scotland

All property owning public sector partners

Given the importance of an extensive and reliable
EV charging
network across Scotland to enabling the widespread adoption
of
EVs,
TS will
continue to provide funding to support the on-going
expansion of the publicly available ChargePlace Scotland
network.

We will also continue to support the installation of
domestic and workplace charge points and we will work with
partners to identify solutions for households without
off-street charging.

The composition of this funding package will be reviewed
annually to ensure funding is deployed in such a way as to
maximise support for
EV uptake. A
review will be undertaken before August 2019, prior to the
end of the current agreement with our network operator,
Charge Your Car.

Provide interest-free loans through the Energy Saving
Trust to enable the purchase of
EVs by both
consumers and businesses until at least March 2020

Scottish

N/A

In addition to the
UK Government's
plug-in car and van grant,
TS are
providing over £7 million of funding to
EST in
2016/17 for a Low Carbon Transport Loan Scheme for both
consumers and businesses.

Individuals can apply for a loan of up to £35,000
to cover the cost of purchasing an
ULEV, while
businesses can apply for a loan of up to £100,000
which can be used towards a wide range of measures to
reduce the business' transport carbon footprint (including
the purchase of
ULEVs, up to
£35,000 per vehicle).

Current Loan provision will continue until at least
March 2020 and will be reviewed on a yearly basis to ensure
it is proportionate to the level of demand.

With local authorities, review licensing regulations and
consider introducing other incentives to promote the uptake
of
ULEVs in the
taxi and private hire sector with loan funding for vehicle
purchase until at least March 2020

Scottish

Local Authorities

There are more than 20,000 taxis and private hire cars
in Scotland, offering potential for increased adoption of
EVs.

We will continue to fund the Energy Savings Trust's Low
Carbon Transport Loan which offers an interest-free loan of
up to £100,000 to businesses, including licensed taxi
and private hire operators, to encourage them to switch to
EVs. In
addition, 'Hackney cab' operators can apply for a loan to
replace cabs that are at least eight years old with a lower
emission alternative. We will also consider expanding the
loan scheme to include ultra-low emission 'Hackney cabs',
when they are available to buy (expected 2017).

At present, fewer than half of Scotland's local
authorities allow
EVs to be
licensed as taxis and private hire vehicles. We will
therefore work with
EST to
encourage authorities to review their interpretation of
licensing regulations, learning from areas such as Dundee
and Edinburgh, where
EVs are already
being used as taxis or private hire vehicles.

Promote the benefits of
EVs to
individuals and fleet operators and increase awareness and
confidence in the viability of
EVs as an
alternative to fossil-fuelled vehicles

Scottish

Community Planning Partnerships

A combination of Greener Scotland marketing campaigns,
major annual events such as Greenfleet Scotland/Evolution
and a series of
EV road shows
by
EST have
enabled engagement with a significant number of individuals
and businesses.

This engagement has focused on promoting
EV benefits,
dispelling myths and providing test drives for a wide range
of vehicles.

This activity will continue, the exact nature and
composition of the communication and marketing initiatives
being determined on an annual basis to ensure maximum
levels of engagement from available budget.

Table 9-6: Policy development milestones that contribute to
the delivery of policy outcome 2

Policy development milestone

Delivery route

Work with the
UK government,
local authorities and other public and third sector
partners to identify annually a package of financial and
convenience
ULEV
incentives, such as free parking, access to
LEZs and
interaction with proposed workplace parking levies.

It is forecast that the cost of electric vehicles will
fall and annual sales increase. This means that, over time,
Government will review the incentive packages available to
ensure these reflect market conditions. Instead, ongoing
financial or time benefits that provide an incentive in the
order of £1,000 over the vehicle lifetime are likely
to play an increasing role.

These could include discounted use of ferries (as
previously trialled on all routes to Mull and Bute), free
parking (already in place in Dundee), access to
LEZs,
interaction with proposed workplace parking levies and
reduced licence fees for electric taxis.

Furthermore, indirect or perceived financial incentives
(such as permitted bus lane running and prioritised parking
spaces for
EVs) may also
have a role to play in encouraging
EV uptake.

Such measures would be implemented at a local authority
(
LA) level, and
financing options will be discussed as this develops. The
Scottish Government role would be to address any
legislative barriers; provide guidance and potentially
financial support.

Transport Scotland recently published a National
Framework of Local Incentives for Electric Vehicles,
providing guidance and technical assistance and an overview
on the barriers and challenges associated with introducing
such measures. As a next step,
TS will work
with partners and, by the end of 2017, publish initial
plans for the introduction of a package of
EV incentives
in Scotland.

Table 9-7: Proposals which contribute to the delivery of
policy outcome 2

Proposal

Delivery route

Planning/Building Standards

Consider draft proposals in the Energy Performance of
Buildings Directive, relating to the provision of
EV charge
points/wiring in new residential and commercial
developments

Investigate how such measures could potentially be
trialled in Scotland and consider developing guidance on
charge point provision to support planning authorities

The review of the Energy Performance of Buildings
Directive (
EPBD),
contains proposals regarding the provision of pre-cabling
and charging points in new residential and non-residential
developments respectively (and those undergoing major
renovations).

SG has
already strengthened the guidance in both Third National
Planning Framework and the Scottish Planning Policy 2014,
recognising the importance of considering plug-in vehicle
charging infrastructure in new developments. Furthermore,
as of August 2016, eleven (34%) out of 32 Local Development
Plans (
LDPs)
include the consideration for provision of charge points in
new developments.

Building on this work,
SG will
consider the draft proposals in the
EPBD,
and investigate undertaking a trial with a developer in
Scotland. The outputs of any trial would help shape
potential national rollout of such provisions.

In addition, when development plans are reviewed and
updated, changes at the national level will filter down.
Whilst it is important to maintain the flexibility that
local authorities have to do what is best for local
development in their own areas, Transport Scotland will
consider developing guidance on charge points to support
planning authorities.

Continue to investigate the role that other alternative
fuels, such as hydrogen, gas and biofuel, can play in the
transition to a decarbonised road transport sector

Consider the scope for market testing approaches to
alternative fuels infrastructure and supply

Building on our investment in both the Aberdeen H2 bus
project and the Levenmouth community energy project, we
will continue to work with key partners to investigate the
use of hydrogen as a transport fuel, as well as exploring
wider environmental and economic opportunities of using
hydrogen for energy applications - especially in promoting
renewables, energy balancing and storage.

We will also continue to engage with our partners,
including fuel supply companies, local authorities and
developers on the role lower carbon intensive fuels such as
liquid petroleum gas, compressed natural gas and biofuels
can play in the transition towards a near zero emission
road transport sector by 2050.

Work with Scottish Enterprise, the
UK Government and
other bodies to investigate the potential to undertake
trials of connected and autonomous vehicles in Scotland

Over the next few years advances in connected and
automated vehicle technologies will likely have a an impact
on our transport system, with the potential to deliver
major benefits; fewer crashes on our roads; freedom to
travel for those who currently find that difficult; more
efficient transport networks that are safer, smoother, and
swifter; and, new jobs in the technology and automotive
sectors.

We want to make sure that Scotland is prepared for this
potential transformation. We will work with partners and
investigate the possibility of Scotland hosting large scale
autonomous and connected vehicle trials.

Work with Scotland Excel,
COSLA
and other partners to determine whether a new procurement
policy could be introduced in Scotland, which encourages
new vehicles purchased by public sector organisations in
Scotland are
ULEVs

Procurement policies can be used to increase penetration
of
ULEVs through
direct procurement by the public sector or by setting
contract conditions for companies operating services for
local authorities.

Since 2014,
TS's Switched
On Fleets initiative has provided £3.5 million to
enable Scottish local authorities and their community
planning partners to introduce an estimated 350 new
electric cars and vans in the Scottish public sector
fleet.

There is potential to build on this strong foundation by
strengthening public procurement policies in Scotland to
positively favour
ULEVs.

We will therefore work with Scotland Excel,
COSLA
and others to determine whether a new procurement policy
could be introduced in Scotland which introduces a
presumption that all new vehicles purchased by public
sector organisations in Scotland are
ULEVs, unless
there are very clear operational or technical reasons for
not doing so. We will also encourage the public sector in
advance of this work to set contract conditions for their
suppliers, specifying the requirement for
ULEV
use. We will publish our findings by the end of 2017.

Table 9-8: Policy outcome 2 over time

Policy outcome 2

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

2032

Total share of sales that are classified as low
emissions

2.5%

3.0%

3.5%

4.1%

4.9%

5.9%

7.2%

8.8%

11%

13%

15%

18%

22%

27%

32%

40%

Policy outcome 3 Average emissions per tonne kilometre of
road freight to fall by 28%* by 2032

Table 9-9: Policies that contribute to the delivery of
policy outcome 3

Policy

EU,
UK or Scottish
policy

Public sector partners

Delivery route

Lobby the
EU and
UK Governments to
introduce an emission standard for new Heavy Goods Vehicles
in line with proposals arising from the
EU European
Strategy for Low-Emission Mobility

EU and
UK

N/A

We will work with the
UK Government and
our
EU partners to
encourage the introduction of a new binding carbon emission
standard for new
HGVs
registered and operating in Scotland (and the rest of the
UK/
EU). Currently
new
HGVs must
meet Euro VI standard - but this is focused on pollutants
and does not include a
CO
2 standard. The introduction of a fuel
efficiency standard for newly registered
HGVs (as has
existed in the
US for some time)
will encourage
HGV
manufacturers to bring forward new models which are more
efficient and produce lower levels of carbon emissions. As
these new vehicles penetrate the
HGV fleet
operating in Scotland and replace higher emission vehicles
more road freight miles will be driven in the most up to
date, fuel efficient vehicles - thereby leading to a
reduction in
CO
2 emissions from the freight
sector.

The
EU European
Strategy for Low-Emission Mobility proposes a post 2020
strategy for lorries, buses and coaches. Given the 10 year
average life of an
HGV, the
Commission argues that steps to address emissions must be
in place by 2020. A first step will be the proposed
legislation on monitoring/reporting of Heavy-Duty Vehicle
fuel consumption and
CO
2 emissions, with further proposals
due in 2017. We will support efforts at this level to
address emissions.

With the
UK, negotiate
biofuels policies that will enable them to be used
sustainably in the decarbonisation of the whole transport
sector

Scotland

N/A

See above.

Deliver our Rail Freight Strategy

Scotland

Network Rail, Scotrail, Local authorities, Office of
Rail Regulation

"Delivering the Goods" Scotland's Rail Freight Strategy
was published in March 2016 and set out 22 actions that
Transport Scotland and/or other industry partners will take
forward with a range of organisations to develop a
sustainable rail freight industry, with identifiable growth
potential over time. Currently, per tonne of freight, rail
freight produces 76% less
CO
2 than road freight so there is
potential to reduce emissions by switching more freight
from road to rail. A report setting out progress against
the Strategy's six critical success factors will be
published by June 2018 including the success factor of:
longer, faster, greener freight trains. In the shorter-term
a number of actions in the strategy relate to the Scottish
Government's planning for the next rail control period and
the
ORR's
periodic review both of which relate to the period
2019-2024.

Continue to support local authorities in delivering the
ECO-Stars
programme, reducing fuel consumption for
HGVs, buses,
coaches and vans

UK

Local authorities

ECO
Stars is a
UK wide fleet
recognition scheme covering
HGVs, buses,
coaches, vans and taxis. The ultimate aim is to reduce fuel
consumption and thereby lower emissions of both
CO
2 and air pollutants. The scheme
provides recognition for best operational practices and
guidance for making improvements.

Currently the Scottish Government provides funding
support for 11 local authorities to operate
ECO
Stars schemes for
HGVs, buses,
coaches and vans, and three authorities for taxis.

As of May 2016, these schemes collectively covered 148
unique members and 13,070 vehicles, representing
approximately 11% of Scotland's
HGV fleet
and 23% of the public transport fleet.

Table 9-10: Policy development milestones that contribute
to the delivery of policy outcome 3

Policy development milestone

Delivery route

Consult on Intelligent transport Systems (
ITS)
Strategy by the end of March 2017

The
ITS
strategy will set out our high level priorities for
ITS
development and asset management over the next 10 years and
will be supported in due course by a series of action plans
and delivery programmes. The strategy and its associated
plans and programmes will address the changing roles that
ITS systems
and services will play in providing our road users with
accurate and relevant traffic and travel information,
incident response and transport resilience. The Strategy
will take into account recent, current and near-future
developments in information technologies, including an
assessment of where customers want and expect to go for
their traffic and travel information, and the role of
Transport Scotland in the provision of these services. The
Strategy will also consider existing
ITS assets,
in particular in respect of the maintenance, renewal and
replacement of existing infrastructure.

With local authorities and others, evaluate the scope
for urban-wide low emission zones with a specific focus on
CO
2 emissions, as well as air pollution
more generally

We will build on the work being undertaken for the
National Low Emission Framework (
NLEF) to
establish read across to low emission zones focusing on
CO
2 emissions.

Table 9-11: Proposals which contribute to the delivery of
policy outcome 3

Proposal

Delivery route

Collaborate with a local authority to put in place a
pilot low emission zone by 2018 examining the feasibility
of low emission zones (
LEZs)
mitigating
CO
2 emissions via the National Low
Emission Framework.

The Cleaner Air for Scotland strategy calls for a
reduction in greenhouse gas emissions whilst delivering
co-benefits for air quality, The National Low Emission
Framework (
NLEF) is
a transport-based air quality appraisal which will inform
discussions with individual local authorities on the most
appropriate locations for any Low Emission Zones (
LEZ).
NLEF
decision making will rely on National Modelling Framework (
NMF)
outputs, which can examine carbon emission trends in tandem
with air pollution. In preparing the first
LEZ to be put
in place by 2018, we will work with local authorities to
explore and assess the potential for co-benefits. This
first
LEZ will
provide a legacy upon which other Scottish
LEZ's could be
introduced, perhaps in conjunction with other award schemes
such as the Freight Facilities Grants.

Work with the freight sector to examine the scope for
new freight logistics and infrastructure (potentially
including freight consolidation centres on the outskirts of
cities and urban areas following the introduction of
LEZs); and to
support market testing of local initiatives.

Through the Scottish Freight and Logistics Advisory
Group (
ScotFLAG),
we are working with our partners across the public and
private sectors to identify and facilitate any
opportunities to increase the efficiency and sustainability
of freight movements in cities - including exploring
opportunities for load consolidation.

A Scottish Freight and Logistics Advisory Group (
ScotFLAG)
Urban Freight sub-group has been set up with a remit to
identify opportunities, share best practice, , and
co-ordinate activity aimed at increasing the
sustainability, safety and efficiency of freight movements
in Scotland's urban areas'. This sub-group is Chaired by
the Freight Transport Association.

Policy outcome 4: Proportion of the Scottish bus fleet
which are low emission vehicles has increased to 50% by
2032

Table 9-13: Policy development milestones that contribute
to the delivery of policy outcome 4

Policy development milestone

Delivery route

Provide financial support for the purchase and operation
of low carbon buses

Transport Scotland has developed targeted interventions
to encourage operators to purchase and operate low emission
buses in the Scottish fleet. These help the government to
meet its aims for improved air quality and reductions in
emissions of greenhouse gases.

A review of the
SGBF is
currently underway and we are considering changing the
basis for assessing applications, widening the criteria to
include aspects such as technological ambition, amount of
carbon saved/passenger/vehicle, value for money and
previous organisational experience. Infrastructure is
unlikely to be included as other funding processes (such as
the Bus Investment Fund) could be used to help with these
costs if funding is available. The
SGBF
will likely remain an annual fund.

The intervention to help with the costs of low emission
bus operation forms part of the Bus Service Operators
Grant. The green incentive is worth 100% uplift in 2016/17
(28.8p/km compared with a basic rate of 14.4p/km) though
this level of incentive is not sustainable and will be
reviewed in 2017. The green incentive was worth
£762,00 in 2013/14 but has now grown to
£3,498,000 in 2015/16 and is forecast for
£5,606,000 in 2016/17.

It has proved successful in encouraging operators to
invest in low emission buses, purchasing them outwith the
SGBF as
they become more commercially viable to operate.

We are working with Confederation of Passenger Transport
(
CPT)
and the Low Carbon Vehicle Partnership to more closely
target the available funding to maximise the outputs. We
are designing a more sophisticated and future-proofed green
incentive scheme which will be banded to weight subsidy
towards the most carbon efficient buses and to ensure
better value for money across the
BSOG
incentive. That scheme will also be time limited, unlike
the current one, to better reflect bus payback periods.

Both of these schemes are flexible and scalable which
enables them to respond to progress against targets.

In the context of the current review of the National
Transport Strategy and Transport Bill, we will examine the
scope for embedding climate change policies, as in relation
to bus, across the public sector in high-level transport
legislation, strategies and policies

National Transport Strategy engagement begins in
2017.

Table 9-14: Proposals which contribute to the delivery of
policy outcome 4

Proposal

Delivery route

With local authorities and others, evaluate the scope
for urban-wide low emission zones with a specific focus on
CO
2 emissions as well as air pollution
more generally.

We will build on the work being undertaken for the
National Low Emission Framework (
NLEF) to
establish read across to low emission zones focusing on
CO
2 emissions.

With local authorities and others, model and pilot
reductions in congestion and improvements in use of public
transport, in possible association with a low emission
zone.

Table 9-16: Policies that contribute to the delivery of
policy outcome 5

Policy

EU,
UK or Scottish
policy

Public sector partners

Delivery route

Encourage and support Scottish port authorities and
airports to adopt low emission solutions. These could
include cold ironing (the use of shore power by ships
whilst in harbour); and measures to reduce emissions
associated with airport ground operations and whilst planes
are on the ground (for example - where appropriate - single
engine taxiing, the use of ground power for planes at
stand, and low emission ground vehicles)

We will work with port authorities, the shipping
industry and airports to encourage and support them to
introduce low emission solutions on a voluntary basis.

For example, we will work with port authorities to
identify the potential costs and benefits of cold ironing
(the use of shore power by ships whilst in harbour) and
other low emission measures to ship owners and
operators.

Similarly, we will work with airport owners [and
operators?] to identify measures that can be taken to
reduce emissions associated with ground operations and
whilst planes are on the ground (for example (where
appropriate) single engine taxiing, the use of ground power
for planes at stand, and low emission ground vehicles). We
will work with ports and airports, ship owners/operators
and airlines to overcome barriers to the voluntary adoption
of these measures and ensure they are taken into account
when considering their future investment plans.

9.6.1 There are no appropriate quantifiable indicators here for
measuring this activity as there will be ad-hoc specific actions by
individual organisations, largely in the private sector.

Policy outcome 6:Proportion of ferries in Scottish Government ownership
which are low emission has increased to 30% by 2032

Table 9-17: Policy development milestones that contribute
to the delivery of policy outcome 6

Policy development milestone

Delivery route

Examine scope for procuring hybrid and low carbon
powertrains in the public sector marine fleet as part of
our vessel replacement programme

We are developing a programme of procurements to replace
vessels in the
CMAL ferry
fleet with lower emission powertrains. For each project we
will consider diesel-electric hybrid and liquid natural gas
(
LNG) fuelling
options; in addition
CMAL will
continue to pursue technical designs which improve fuel
efficiency and
CFL will
continue its operational work on reducing fuel consumption.
We are supporting the Scottish-based Hyseas consortium with
its initiative to trial a hydrogen-powered ro-ro vehicle
ferry. We publish annual Vessel Replacement and Deployment
Plans which will set out our evolving plans and projects in
more detail.

Table 9-18: Policy outcome 6 over time

Policy outcome 6

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

2032

Number of low emission ferries in Scottish Government
ownership

3

3

4

4

5

5

5

6

6

7

7

7

8

8

9

9

Policy outcome 7: We will have electrified 35% of the
Scottish rail network by 2032

Table 9-19: Policy development milestones that contribute
to the delivery of policy outcome 7

Policy development milestone

Delivery route

Electrification of the rail network in the High Level
Output Statement for Control Period 6 (2019-2024)

We will continue to roll out electrification across the
rail network with plans announced as part of the High Level
Output Statement for Control Period 6 (2019-2024).

It is estimated that the use of electric trains across
the rail network will result in an average reduction in
emissions of 18% when compared with equivalent diesel
trains. We will also investigate hybrid train and other
emerging technologies to determine the suitability for
application on Scotland's railways as a potential energy
and cost-saving alternative to overhead wire
electrification.

Policy outcome 8: Proportion of total domestic passenger
journeys travelled by active travel modes has increased by 2032, in
line with our Active Travel Vision, including the Cycling Action
Plan for Scotland Vision that 10% of everyday journeys will be by
bike by 2020

Local authorities are our main delivery partners and
have a critical role to play. In addition, Regional
Transport Partnerships, the
NHS,
Further and Higher Education Institutions, Scottish Canals
and the Trunk Road Operating Companies will all have a role
to play

Increasingly we will plan infrastructure improvement
projects that re-prioritise road space in our largest
settlements away from cars in favour of walking and
cycling. This will make out urban areas more liveable,
increasing safety and enabling people to choose walking and
cycling for short trips, for example through the Community
Links Plus design competition.

We will maintain the annual budget for active travel at
until at least 2021 and will look to increase it whenever
possible. That budget will fund both improvements and
extensions to the infrastructure for walking and cycling
throughout the country (particularly in our towns and
cities) and a range of behaviour change initiatives that
encourage and support people to choose walking and cycling
for everyday journeys.

Integration between walking, cycling and public
transport will also be improved (for example through more
and better bike parking and the development of a network of
active travel hubs at public transport interchanges).

We will continue to work with a range of delivery
partners (including Cycling Scotland, Paths for All,
Sustrans, Living Streets, Cycling
UK Scotland and
local authorities) to deliver behaviour change programmes
that support people to overcome information, awareness,
skills, confidence and attitudinal barriers to walking and
cycling for everyday journeys.

The exact mix of funding for infrastructure and
behaviour change initiatives and the programmes that it
supports will be reviewed regularly in partnership (e.g.
through the National Walking Strategy Delivery Group and
the Cycling Action Plan for Scotland Delivery Forum) to
ensure that our approach is most effective in bringing
about change in people's travel habits to encourage more
active travel.

SCSP
partnership project with
COSLA
is designed to increase walking and cycling for short
journeys, car sharing and public transport use for longer
journeys. Local Authorities target specific populations for
travel behaviour change interventions. The projects include
travel planning (at work, school or home), public awareness
events, signage and mapping, supporting car clubs and work
with public transport operations.

9.6.2 There are no appropriate quantifiable indicators here for
measuring this activity as there will be ad-hoc specific actions by
individuals and organisations.

9.6 Progress since
RPP2

Table 9-22: Progress on
RPP2
policies

RPP2
Policies

Summary of progress

EU Cleaner
Vehicle Directives

EU regulations
specify average emissions of new cars in 2021 must be 95g
CO
2/km. These regulations have been the
primary driver of reduced emissions in cars. The annual
rate of car emissions reduction increased from 1% per year
in the year before implementation to 4% per year in years
afterwards. Efficiency improvements in fossil-fuelled cars
will likely be significant in reaching the 2021 emissions
targets.

The main mechanism for the promotion of biofuel use, the
Renewable Transport Fuel Obligation (
RTFO),
set by
UK Department for
Transport, results in the use of available biofuel across
the whole of the transport sector. The
UK DfT is
currently developing a successor mechanism to
RTFO
from 2017 and there are indications that this may focus the
deployment of sustainable biofuel on sectors such as heavy
freight or aviation, that are difficult to decarbonise
through electrification. Scottish Ministers support this
principle, which could mean that sustainable biofuel
penetration into those sectors could reach higher
percentages than the expected maximum average across the
wider transport sector.

Continued roll-out of
EV charge
points through ChargePlace Scotland

We have continued to expand our network of
EV chargepoints
since this proposal. The ChargePlace network now comprises
over 1,200 charging, including 150 'rapid' chargers, one of
the most comprehensive networks of rapid charge points in
Europe.

Switched-on Fleets

Switched-on Fleets offers evidence based analysis to
identify opportunities for the deployment of
EVs in each of
Scotland's 32
CPPs.
Transport Scotland has provided £2.5 million to
enable local authorities to buy or lease plug-in vehicles.
The first phase of Switched-on Fleets resulted in over 240
EVs being
introduced across 50 public sector fleets. Another
£1.2 million of funding will be provided in
2016-17.

Scottish Green Bus Fund (
SGBF)

Since its launch in 2010, six rounds of the
SGBF
have provided nearly £15 million to support the
introduction of 315 new low carbon vehicles into the
Scottish bus fleet. The fund is complemented by the Bus
Service Operators' Grant, which currently pays double the
standard rate of grant for services operated by low carbon
vehicles.

Ferries Plan

Three diesel-electric hybrid ferries using a combination
of battery and conventional diesel power have been procured
and delivered within the last six years and are now all
operating daily scheduled ferry services on the west
coast.

Use of Intelligent Transport Systems (
ITS) and
Average Speed Cameras on the Trunk Road Network

Transport Scotland have utilised
ITS to
inform transport network users of issues, alternative
routes and methods of travel to minimise transport
disruption. Variable message signs located at key points
along the trunk road network and regularly spaced overhead
lane signals advise drivers of incidents and delays.
Traffic Scotland provide real time information in response
to traffic problems through their website, mobile app and
radio.

Development of community based travel planning
strategies

Personalised travel planning was provided to over 5,000
households, 49 employers and 2101 staff across 85 schools
in 2015 through the Smarter Choices, Smarter Places
programme. Further behaviour change measures, including
personal travel planning, will be delivered under the
additional £5 million of funding for the
SCSP
enhanced roll-out in 2016-17. In 2015-16 and 2016-17 the
£10 million funding attracted over £13 million
in match funding for the local projects. Over 340 projects
have been supported locally. The programme of work started
on 1 April 2016 and has attracted £6.8 million in
local match funding.

Cycling and walking

The second Active Travel Summit took place on 2 November
2016 in Stirling and the third iteration of
CAPs
was published in January 2017, reaffirming the Scottish
Government's commitment to the 10% vision of everyday trips
by bike by 2020. The Programme for Government (2016)
further commits to maintaining record levels of funding to
support active transport, such as cycling and walking for
the remainder of the parliamentary term.

Car Clubs

There are car clubs in 25 locations in 16 Local
Authority areas. There are approximately 10,000 members
across Scotland, with access to 342 vehicles. 23% of the
Scottish Car Club fleet is electric.

Support for Workplace Travel Planning and fuel efficient
driving

A new Scotland wide travel planning site, 'TravelKnowHow
Scotland', was launched in September 2016 with 100
organisations registered. In addition, over 20 Business
Improvement Districts took part in European Mobility week
events. The Energy Savings Trust has trained over 13,400
drivers in fuel efficient driving techniques, which deliver
an average 15% improvement in efficiency.

Freight Efficiencies

Annually,
MSRS
enables around 2.5 million tonnes of freight to move by
rail rather than road, removing 100,000
HGV road
journeys and delivering more than £7 million in
environmental benefits. In addition,
FFG funded
operations deliver around £3.5 million in
environmental benefits. Through ScotFlag and its Urban
Freight and Last Mile Connections sub groups, we continue
to engage with the industry and key stakeholders to
increase efficiencies in respect of urban deliveries and
connectivity to intermodal hubs.

Additional Emissions Reduction Potential from transport
in 2025

We will continue to explore and consider alternative
policies and proposals to achiaeve additional emissions
reduction potential in transport.